Improvement in construction of ships



l 28h l=sh k HENRYMRDAN. e m2 impmvement in'Ship Bu'ifdng. N. 18 ,458, Parenied Aug. 29,1811.

%i2fws@ UNITED STATES HENRY JORDAN, OF LIVERPOOL, ENGLAND, ASSIGNOR TO FRED. W. FULLER, A

PATENT OFFICE.

OF ST. AUGUSTINE, FLORIDA.

IMPROVEMENT IN CONSTRUCTION OF SHIPS.

Specification forming part of Letters Patent No. 118,458, dated August 29, 1871.

To all whom fit-may concern:

Be it known that I, HENRY JORDAN, of Liverpool, in the county of Lancaster, England, shipbuilder, have invented a new and Improved Mode of Constructing Ships and other Navigable Vessels; and I do hereby declare that the following is a full, clear, and exact description thereof, referencebeing made to the accompanying drawings and to the letters of reference marked thereon.

My invention relates to improvements in the construction of the hulls of navigable vessels built of wood or iron or a combination of wood and iron 5 and consists mainly in arranging the frame of the vessel longitudinally and plating with iron or other suitable metal, or planking the frames vertically or diagonally with timber in two thicknesses, taking care to break joint between the inner and outer thickness of the skin ofthe vessel when planked vertically, when planked, by preference, diagonally, the planks are arran ged to run in opposite directions. My invention also consists in certain details of construction hereafter fully described. In making the hull of an iron or wooden vessel according to my invention, I divide it below the main deck longitudinally into two equal parts by a water-tight bulkhead, which runs fore and aft, andforms the keel, stem, stern-post, and keelson, strengthening-plates being placed on each side of the keel, and stringers,

of angle-iron with anges turned up, are secured` on each side of the longitudinal frames opposite the deck-beams. I use internal transverse aming formed of angle or T-iron, and floor-plates of sufficient strength to suit the tonnage. In making water-tight bulkheads I turn or arrange two angle-irons back to back and rivet them to the frame to receive the bulkheads in between them, and which are riveted through the two flanges. In order to make these bulkheads water-tight, I drive wooden chocks firmly between the horizontal frames, and secure them by screw-bolts to the transverse angle-irons. I

I will now proceed to describe my invention with the aid of the annexed drawings.

Figure l is a side elevation of the hull of a ship in frame, the longitudinal frame of which is constructed of wood to the bilges and. Z-iron from the bilgesto the gunwale. A, longitudinal frames, of timber, secured at their ends to the dead-wood, stem, and stern-posts, and bolted to the vertical internal frame of angle or T-iron G. B, the longitudinal Z -iron frames, which are secured at their ends to iron aprons on the stem and stern-post. D, shear-streaks of iron, which are-riveted to the two upper longitudinal iron frames, and to which the iron plates forming the bulwarks are riveted. E and F show a portion of the vertical planking, E being the inner and F the outer portion ofthe skin. G and H show the inner and outer portions of the diagonal planking.

Fig. 2 is a transverse midships-section of the same. K, the inner keel, to which are attached the stem, stern-post, and dead-woods, after which are laid transverse wood oors L, to which are bolted and treenailed the longitudinal wooden framesA, and the vertical internal angle or T-iron frames C, and to which are riveted the longitudinal Z-iron frames. M, the keelson, which is bolted through the floors, inner keel, and keel N. l), the double skin of timber, which may be either vertical or diagonal.

Fig. 3 is a midships-section of an iron ship constructed according to my invention. Q, longitudinal frames of Z-iron, to which the external plating R is riveted. S internal vertical frames, to which are attached the deck-beams T.

- Fig. 4 is an internal view of a portion on the side of the vessel represented in Fig. 3 5 and Fig. 5 is a vertical section of the same, showing three plates,` two Z-iron longitudinal frames, and V Z-iron strengthening-Stringer, which cross the center of the bulk ofthe plates.

Fig. 6 is a midships-section of a wooden ship constructed according to my invention. K, the inner keel, in the construction of the vessel to which I fix my stem, stern-posts, and dead-woods, forward and aft. I then lay the transverse wood oors L, after which I attach the longitudinal frame-timbers up to the bilge, then put in the internal vertical iron straps M, the upper ends of which are worked so as to form knees for the main deck-beams N. l?, internal metal frame, worked at the ends to form deck-beam knees, and connecting the main deck N with the upper deckbeams Q. A, longitudinal frames oftimber, which are secured at their ends to the dead-woods, at the stem and stern-posts, and to the vertical frames M and P. n, the keel, the center portion of which is put on after the vessel is planked and calked in the usual or any suitable way.

I would here remark that in making wooden vessels I prefer to proceed as follows: Ifirst lay the inner keel, and attach thereto a portion of the outer keel, at the bow and stern, for such a distance as would not be convenient to carry the planking under the bottom of the vessel. I then attach to the inner keel the stem, stern-posts, and dead-woods, then lay the transverse floors, which extend about twothirds or more the length of the keel. I then proceed to attach the longitudinal frames to the under side of the floors and to the dead-woods fore and aft, and attach the inner vertical metal framesto the iioors, put in deck-beams or a portion thereof, and continue to place the longitudinal frames. I then begin to plank, lay the deck-beams, and complete my ship, putting on the center portion of the keel after the vessel is planked and calked.

In building wooden vessels according to my invention a great saving ofcost is e'ected, as they can be built almost entirely of straight-grown timber. The outer skin amidships may run from side to side right under the bottom of the vessel, in which case the keel must be placed on after the vessel is planked and calked.

Heretofore it has been uniformly the custom to attach the wood planking of iron-framed ves-l sels to the frames by means of bolts and nuts, the bolts being driven from the outside and the nuts screwed on from within. Now, a part of my invention consists in driving the bolts from the inside and riveting them on the outside, which not only facilitates the work of fastening, but is less costly than when screwed bolts and nuts are used, as well as being found to be a superior mode of fastening, as by this improved arrangement thc bolts can be used the full size ofthe holes in the metal frames, whereas the screwed bolts heretofore used must be of less diam eter th an theholes through which they pass to prevent the thread of the screw being injured in driving.

Another part of my invention consists in the combination, with wooden vessels or vessels with wooden skins, of iron or other suitable metal.k

water-way and bulwarks, as follows: I carry a vertical Stringer-plate around the outside of the vessels frame, the upper end of which extends above the top of the deck-beams, andalso on horizontal longitudinal stringereplate'ln the top of the deck-beams right around the vessel, forming the waterways. rIhese two lines of strin germsubstantially as set forth.

plates I rivet together by an angle-iron or by having the edge of one line of plates turned to the required angle. The horizontal stringerplates have riveted thereto two angle-irons, which run parallel to each other, one of which may be used to rivet the foot of the metal bulwarks to and the other to receive the abutments of the sides and ends of the deck-planks. The lower limbs on the angle-irons are turned toward each other and sufficiently apart to form the waterway. The top ofthe bulwarks are turned inward or have an angle-iron riveted along the upper edge, to which can be riveted or attached a wooden rail. The bulwarks are suitably supported Vor braced by metal stays, or the plates forming the bulwarks may be turned in at the bottom to form the water-ways, in which case the outer line of angle-irons may be dispensed with.

It is obvious that other equivalent means may be adopted to secure the metal bulwarks to wooden vessels without departing from the essence of my invention.

Having thus fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-

I. The combination, herein described, of the longitudinal frames and double planking, substantially as and for the purpose set forth.

2. The combination, in the hull of a vessel, of the longitudinal frames with the internal floor L and vertical T-iron frames C, as shown and described.

3. The combination, with the longitudinal frames herein described, of the internal vertical iron straps M, the upper ends of which form knees for supporting the main deck, as herein set forth.

4. The combination of L- irons set back to back with the bulkheads, whereby said bulkheads are made water-tight, substantially as set forth.

5. The combination, herein described, of iron bulwarks with a wooden vessel, when secured HENRY JORDAN. [n s] Witnesses:

WILLIAM WALKER,

Of 44 Castle street, Liverpool aforesaid. J oHN REDMOND,

Secretary to the above William Walker. 

